8 Common Problems Found in Ship

8 Common Problems Found In
Ships 2-Stroke Marine Engines

1. Stuck Fuel Rack: This is one of the
most common problem with oil fired 2
stroke marine engines. The governor
controls the fuel pump delivery through a
fuel rack, which is a combination of
mechanical links. Sometimes the fuel
rack gets stuck leading to lack of fuel
supply in the concerned unit which
results in either fluctuation in the engine
RPM if running or engine will not start
from standstill.
Solution: All the mechanical links of the
fuel rack must be well lubricated and
greased before starting the main
engine. If after starting the main engine,
the engine rpm is constantly fluctuating
even at lower speed in calm weather,
check all the fuel rack as one or more of
them must be stuck.
2. Starting Air Valve Leakage: Any
leakage from the starting air valve will
lead to hot gasses going back to the
engine air line, which may contain thin
oil film. Such mixture of oil and film can
lead to starting air line explosion. This
kind of explosion is not very common
now-a-days due to safety features
incorporated in the air line (bursting disk
in MAN and relief valves in SULZER/
Wartsila engines). However, one cannot
overlook the possibility of
malfunctioning of such devices which
can lead to explosion.
Solution: Normally, there is no remote
monitoring of temperature for the air line
supplying air to starting air valve. The
best way to determine such fault is to
check the temperature of the air line
manually during maneuvering. This
problem is more likely to occur when the
engine is started frequently and not when
engine is running continuously.
Read: Operation of Main Engine Air
Starting System

3. Fuel Leakage/ Fuel Valve
Malfunction: Problem in the fuel system
are also commonly observed in the main
engine. When there is a deviation in
temperature of one unit, the fuel system,
especially the fuel valve needs to be
checked. Overhauling and pressure
testing of fuel valve must be done as per
PMS. If the engine is maneuvered in
diesel oil, there are chances of leakage
from the pump seals. Also if the fuel
treatment is improper and the fuel
temperature is not maintained, it can lead
to cracks and leakages in high pressure
fuel pipe.
Solution: Any leakage in the main engine
fuel oil system can be determined from
the high pressure leak off tank level
and alarm
4. Sparks in the Main Engine Exhaust
At Funnel: Marine engineers normally
experience getting a call from bridge
officer informing about sparks coming
out from the funnel, which is the main
engine exhaust. Sparks from funnel
occur due to slow steamingand frequent
maneuverings, which build unburnt soot
deposits on the EGB boiler path.
Solution: Frequent cleaning (monthly) of
the exhaust gas boiler to be preferred by
the ship staff to avoid this problem.
5. Starting Air Leakage: This is also
one of the most underrated yet common
problems related to marine engines. The
control air supplies air to different parts
and systems of the main engine. It is
always in open condition when the
engine is in use. Small leakages are
normal and can be rectified only by
tightening or replacing the pipes or
joints.
Solution: When the Engine room
machinery is in working condition it is
difficult to hear any air leakage sound.
The best way is to trace all the air lines
and feeling all the connections/ joints by
hand for air leakage. The easiest way to
find air leakages is when there is an
intentional black out done for any job. At
this moment all the machinery will be in
stop position and leakage sound (a
hissing noise) will be loud and clear.
Note the leakage area to perform the
repairs later.
6. Stuck Air Distributor: Air distributor
is responsible for maintaining the air
supply which opens the starting air valve
in the engine cylinders. Since its a
mechanical part, it is prone to
malfunctioning, especially getting stuck.
The main engine will not start if air
distributor does not supply air to open
the starting air valves as no air will be
present in the cylinder to commence fuel
combustion
Solution: Many engines such as MAN
B&W have their air distributor located at
the end, with inspection cover, which can
be opened when the engine is not
running for inspection and lubrication to
avoid this problem
7. Malfunctioning of Installed
Gauges: It is very important to have
local parameter gauges on various
systems of the main engine. To note
down the readings in the log book, it is
always recommended to take the the
local readings rather than remote
readings. Often engineers find that one
or two gauges (pyrometer, pressure
gauges, manometers etc.) installed in the
main engine are not working or in
dilapidated condition. The reason for
such condition can be due to loose parts
and connections, and even vibrations.
Solution: Replace the faulty parameter
gauges with new ones as early as
possible.
8. Faulty Alarms and Sensors: The
main engine is fitted with various
sensors, which measure and transmit
actual data to alarm console. Due to
factors such as vibration, high
temperature, humidity, dust etc. these
sensors can malfunction leading to false
alarms.
Solution: A routine checks needs to be
performed on all engine room sensors
and alarms. Different main engine safety
alarms and trips also to be tried out at
regular basis and faults to be attended
immediately.

10 Extremely Important Checks Before
Starting Marine Engines
1. Lubrication of Main Engine : Start
pre-lubrication of the engine well before
starting. For maine engine it should be
started before 1 hour and for auxiliary 4-
stroke engines at least 15 minutes in
advanced.
2. Check All Parameters: After starting
the lubrication pump, check lube oil
levels and all other running pump
parameters such as cooling water
pressure, fuel oil temp and pressure,
control and starting air pressure etc. to
ensure that all are in the accepted range
3. Open Indicator Cocks and Blow
Through: All the indicator cocks of the
marine engine must be opened up for
blow through of combustion chamber
prior starting to avoid hydraulic damage
because of water leakage
4. Rotate the Crankshaft: Rotate the
crankshaft of the marine engine by
means of turning gear so that all the parts
are thoroughly lubricated before starting.
5. Manual Check Turning Gear:
Ensure that the turning gear is properly
disengaged by checking it locally even
when the remote signal is showing-
disengaged sign. Some auxiliary
engines are provided with tommy bar for
rotation, ensure that it is removed from
the fly wheel before the engine is started.
6. Check Jacket Cooling Water
Temperature: The jacket cooling water
temperature of the engine should be
maintained at at least 60 deg C for the
main engine and 40 deg C for the
auxiliary engine (it may vary depending
upon the KW rating of the engine).
7. Warm up the Engine: The incoming
ship generator should be run at no load
for at least 5 mins to allow warming up
of the system
8. Put Load Sharing Switch to
Manual: When 2
nd
generator is started,
it will try to come on load as soon as
possible due to the auto load automation
provided for sharing equal load (if same
rated capacity). During starting the
2
nd
generator, keep in mind to put the
load sharing switch to manual. This will
avoid the just started generator to
come on load, giving it some time for
warm up.
9. Avoid Excessive Opening of Exhaust
Valve: When starting main engine with
hydraulic oil operated exhaust valves,
open the spring air first and then start the
hydraulic oil to the exhaust valve. This
will avoid excessive opening of valves.
10. Examine the Engine: Responsible
engineers of the ships to be present near
the engine when it is started from remote
position. Auxiliary engine to be started
from local position (avoid using remote
start if possible).

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8 Common Problems Found In

Ships 2-Stroke Marine Engines

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